Car end structure



I March 22, 1932. M. H MARUN LSE-)0,283

CAR END STRUCTURE Filed Dec. 29, 1928 2 Sheets-Sheet 1 3% z a/ 33 5f 3f 34- 5- wmv-f- 73 69 72 70 fig- March 22, 1932. M- H, MARTiN 1,850,283

CAR END STRUCTURE Filed Dec. 29, 1928 2 Sheets-Sheet 2 n'uen for Mark b. Mar/fn Patented Mar. 22, 1932 UNITED STATES PATENT OFFICE E. MARTIN, O BEAIING, PENNSYLVANIA, ASSIGNOR T BIIBLDSBOBO STEEL FOUNDBY AND MACHINE COMPANY, 0F BIRDSBORO, PENNSYLVANIA, A CORP()- BATION oF PENNSYLVANIA CAR END STRUCTURE appli'eauen med December 29, 1928. serial Nejazaloo.

My invention relates to car end structure. The principal object of my invention is to devise a car end structure for attachment to railway cars which shall materially strengthen this portion of the car construction, provide an effective and rigid tie for and between the ends of the upper and under framing. and simplify the work of assembling, through a' reduction in the number of neceslo'sary, separate parts.

A further object is to devise an end .struc-v ture for cars having end doors which shall.

include a door framing arranged to act as thestructural basis for the end of the ear,

15 and to substantially immobilize the margin of the door opening, preventing the transmission of racking strains to the doors.

A further object is the devising of a structure of the character described in the form i0 of a one iece casting which shall comprise integral eatures heretofore found as individual parts and particularly, the major elements known as the end framing and end sill.

A'further object is the incorporation in a car end structure as above noted of integral facilities'for performing the customary funcl tions of the coupler striking plate, carry iron, and the front draft castings, and means for direct attachment to the framing of the car,

including the roof and side sheets.

.A further object is the production of a unitary car end structure ofthe character described which shall afford a strong, un-

yielding construction around the door opening and in localities whichreceive the butling loads of the coupler, and which is susceptible of ready adaptation for'use with the types of draft gears now employed.-

My improved end structure is more particularly intended forapplication to railway cars,

utilized for the shipment of assembled auto! mobiles, large machine units, and other bulky.

objects. The loading and unloading of obj jects of this kind is greatly facilitated by their handling through openings in the ends ofthe car, which are ordinarily closed. by double doors. Owing to the size of the openings, which approximate the height and 5 width of the car interior andthe necessity forY employing relatively heavy doors, it is important to provide a structure which shall maintain the integrity of the door opening against the hazards of service operation and which shall also serve as an adequate support for the doors, preventing sagging and insuring their serviceable fit at all times.

An arrangement of the foregoing character forms one phase of the subject matter of the present application, but in orderlto further strengthen and rigidify the end of vthe car, it is contemplated to associate with the door frame, in Ethe form of a one piece l casting, a portion for performing the same functions as the ordinary end sill and allied features thereof. There will thus be provided a unitary structure whose elements mutually assist each other in more effectively protect-ing the entire end of the car against the buing and surging stresses encountered 1n train operation and other operating. strains'. Provision is made for direct attachment of the improved end structure to the car under framing, including the draft and side sills, and the diagonal bracing therebetween, and theiupper framing of the car, in-

cluding the side plates, roof and side sheets,

' of parts than is now common practice.

Other features comprise a special form of construction for supporting the car floorin and'protecting-the same against damage an wear/,during loading and unloading. The sgill portion of the casting is secured directly to the draft sills and includes integral front draft stops forireceiving the tension'load'of the draft gear, and is alsosecured directly to the side sills through the medium of anges formed on the ends of the end sill portion.

fThese and further objects of my# invention willl be set forth in the following specificatibn, reference being had to the accompanying y drawings, and the novel means by which saidv objects are effectuated will be definitely point-v ed out in the claims. A

In the drawings: Fig. 1 is 'an elevation of'my improved end structure, showing the same 1n position on a railway car, but with the doors,coupler and i trucks omitted.

Figs. 2 and 3 are sections along the lines 2 2 and 3 3, respectively, in Fig. 1, looking in the direction of the arrows. t L

Fig. 4 is a side elevation ofthe structure, looking in the direction of the arrow 4 in Fig. 1.

Fig. 5 is a section along the line 5 5 in Fig. 1,-looking in the. direction of the arrows.

Fig. 6 is an enlarged view of the lower portion of Fig. 2, the coupler being included4 in this view.

Fig. 7 is a section through the push hole pocket along the line 7 7 in Fig. l, looking in the direction of the arrows.

Fig. 8 is a plan view of the upper left hand portion of the structure, as view in the direction of the arrow 8 in Fig. 1.

Fig. 9 is a section along the line 9 9 in Fig. 8, looking in the direction of the arrows.

Fig. 10 is an enlarged View of the upper portion of Fig. 2, the running board and allied featuresbeing omitted.

Fig. 1,1 is an enlarged section along the line 11-.'-11 in Fig. 1, looking in the direction of the arrows. y

Fig. 12 is a view similar to Fig. 6 and the lower portion of Fig. 2, showing one form of a modification of my improved structure when used 'in connection with a draft gear employing a horizontal yoke.

Fig. 13 is a plan view of the modification` shown in Fig. 12, looking in the direction of the arrow 13.

The numeral represents my improved structure generally which comprises in asingle casting an end frame 21 and an end sill 22. The frame 21 includes .apair of legs 23-23 which extend upwardly from the ends of the sill 22 and each leg comprises a marginal plate portion 24 which is flanged on its outer edge, as at 25, for .stiHening and on which is formed the hinge lugs 26. rllhe legs 23 are` connected at the top by a cross member 27 which includes al marginal plate portion 28 and said portion is flanged inwardl as at 29 for attachment thereto of the roo sheets 30. i Preferably, the upper edge of the portion 28 slopes downwardly according to an approved anglefromythe ridge line of the roof.

The flange 29 also provides a means for supporting and attaching a saddle 31 which supports one end of a running board .32, the extension 33 thereof being supported by one end of a bracket 34, the other end of which is riveted'y to the portion 28.

'A continuous integral flange 35 extends inwardly from the inner edges of the portions 24 and 28, to form the vertical flanges 3(3 36y and4 the upper, horizontal flange 37. The flange 37 is increased in depth at the central portion thereof, as at 38, for the purpose of supporting one end of a loading rail 39, and a plurality of stifening ribs 40 may be located in appropriate positions flan es 29 and 38. i

T e junctions of the upper ends of the flanges 36 with the flange 37 are preferably curved as at 41 to fit the customary type of doors employed, but an auxiliary extension between the 42 is provided on `each end ofthe flange 37` vertical flange is secured to the outermost rib 40 and the end o`f the roof sheet 30 is bent down and over saidflange and riveted thereto.- The lower vertical flange of the plate 44 extends downwardly along the extension 43, but is spaced slightly therefrom to permit the securing therebetween of the upper corner of the side sheet 45.- The vertical edge of said sheet is secured to the flange 36 along the length thereof, as shown in Figs. 2' and 4.

The lower portion of. the continuous flange 35 projects from the end sill 22 to form a beveled portion 46 4which slopes downwardly and outwardly frpm the interior of the car to constitute a threshold. The inner edge of the threshold is preferably disposed above the adjacent plank of the flooring 91 for protective purposes and may be flanged downwardly as at 47 for strength.v `.Asan additional'factor to this end, a plurality of stifteningribs may be positioned between the under side of the threshold and the upper side of the end sill 22.

The vcontinuous flange 35, which includes the vertical flanges 36,4 the upper horizontal flange 37 and the beveled threshold 46, defines a door opening 48 and in order to provide a seat for the doors, which in the arrangement ls hown will -be of the double va- I .riet-y, -a flange 49 is further formed on the frame. This flange includesl the vertical flanges 50 which project from the anges 36 substantially normal thereto and a predetermined distance inwardly from the front flange 51 which projects downwardly from the flange 37 and in alignment with the flanges 50` Stiffening ribs 52 may be provided on the rear side of the flange 51.

As already indicated, the lower portion of my improved car end structure constitutes an fend sill 22 which, in the preferred form of' the end frame, and an upper, horizontal shown, is intended for use with draft gears employing vertical yokes. The sill is formed as an integral casting with the end frame 21 and includes upper and lower flanges 53 and 54, respectively, whichare joined by a connecting web 55. Strengthening ribs 56 may be disposed at appropriate intervals betweensaid flanges and an extension 57`projects upwardly as a continuation of they webl 55 to gerge into the threshold 46, as shown in The depth of the web 55 is increased at the mid-portion of the sill as lat 58 and extends forward from the vertical plane thereof to form a projection 59.' A passage 60 extends through said projection for the reception'of the drawbar 61 of thecouplerl 62. Above the opening 60, the projection 59 isgenerally channel-shaped in section, as shown in Fig. 6, with the up r limb 63 thereof kbeing a continuation o the upper fiange 53 and the vertical web 64 being flush with the upper, front side of said projection and serving as a striking plate for the horns of the coupler 62. Below the opening 60, the projection 59 e is also generally channel-shaped in section with the front limb 65 thereof being substantially flush with the lower portion yof said projection and the horizontal web 66 thereof serving as a carrier for the drawbar 61.

Extending inwardly from the web 55 on each' vertical side of the passage 60 ,are flanges 67 and at their junction .with said web, projections 68 extend toward each other along the vertical sides'of said passage, as shown in Fig. 11, tolimit the swinging movement of the coupler when the car is rounding curves and to strengthen this portion of the structure against the impact of the drawbar during suchniovement.` The flanges 67 form cheek plates 69 which are secured to the draft sills 70 in any approved manner and are further flanged on the inner ends thereof as at 71, to form the front stops for the draft gear,

which stops maybe strengthened by ribs.

7'2 extending inwardly along said plates. Accordingly,.a tension pull on the coupler is transmitted directly through these stopsfto the draft sills without the necessit for employing other parts.: A slot 7 3 is ormed in each cheek plate 69 for the reception of the usual draft key and the depth of the upper flange 53is increased as at 74 'extending and connecting with the flanges 71 to ridge the space between ysaid vcheek plates' and to thereby further strengthen the structure vin locations which receive the buliing load of the coupler. As an additional mode of strengthening this portion of the casting,

ribs 75 may be appropriately dis osed on theundersides of the. portion 74 an Vlimb 63 of the rojection 59. V

T e flange 53 is further increased in depth at each end of the casting,- as at 76, tol faciliv tate attachment'thereto of the dia onal braces 77 and also of the sidev sills 78. s a further means of securing the` casting to the side sills, flanges 79 are provided at each 'endl of the web 55 and appropriately attached to said sills. The Han ges 79 also furnish a means of securing the lower corners of the side sheets 45.

Push pole pockets 80 are cast integral with the structure at each end of the sill 22 and a passage81 is provided in the web 55 for the.

train pipe. Preferably, the usual upper keepers 82 and 83, and lower keepers 84 and 85,V

for cooperation with the standard forms of door locks are also cast integral with the frame, the precise shape thereof being determined by the character of door lock employed in any given instance. Accordingly, the

' other forms of cheek plates may e cast integralwith the end sill for cooperation with other types of horizontal yoke attachments and the plates may even be eliminated without affecting the central thought involved.

Y It will be obvious -from the foregoing description that my improved car end structure combines in a single casting features which have heretofore existed as separate units withthe consequent necessity for their fitting and assemblage together in the building of a railway car. According to myV arrangement, the required number of separate parts is not only lessened, but the unitary construction results in amore adequate tying upof the end structure of the car and a more effective resistance to the shocks applied thereto during operation. The casting 1s particularly strengthened in the region which is subjected to the buffng stresses of the coupler and provision is also madeforan adequate seating and support 'of the doors in closed position, and for vrotecting the flooring at the door opening y a special form of threshold. f y n Y Y The en'd frame 21.which is shaped yas a door frame, is by reason of its rigid, unitary structure completely free from warping, orv

any tendency' to a change of shape and ef.- fetually` resists the transmission ofracking strains to the doors. The' door opening-ac'- cordingly -retains its correct contour and therefore permits a free swinging of the doors as ori inally fitted over a longer periodjof. time t an now obtains in the arts The castingiofthe hinge lugs'and door lock 'keepers' -with thestrvnctur'e permits the fitting and securing of the doors and locks to the struc- -ture before application of the latter to the car, thereby considerably simplifying -this phase of the assemblage and'facilitating the handling of these doors which are relatively heavy.

` While I have shown one set of elements and "combinations thereof for eflectuating my improved car end structure, it will be understood that the same are illustrated for purpose of disclosureonly and in nowise to restrict the arrangement. to the exact forms and shapes set forth, for it will be obvious that other variations in the.` latter may be adopted without departing from the spirit of my invention.

I claim: v I' y' 1. A car end structure comprising an integral end frame having a marginal portion defining` a door opening and attaching flanges for securement to the main structure ofthe car, including flanges attachable tothe webs of the draft sills. l

2. A car end structure comprising an integral end frame having a marginal portion defining a door opening, attaching flanges for securelnent to the main structure of the car, including flanges attachable to the webs of -the` draft sills, and integral hinge lugs for the carriage of the doors.

3....Acar end' structure cmprising'an integralend frame having a vmarginal portion defining a door opening and attachinglanges for securement' to the main structure of the f tegral flange projecting from said first named car and for directly receiving the roof sheets.

4. A ca r end structure comprising an integralend frame having a. marginal portion defining a door opening and flat, attaching flangesproj ecting substantially lengthwise of the carforsecurement to the main structure of the car and for directly receiving the side v tegral flange projecting inwardly A .froni the inner edges of said opening, and a second, integral flange projectng'from sai'd first named flange to form therewith a seat for receiving a door.

7, A car end structure comprising an in-V tegral end frame having a marginal-portion 'defining a door opening, a continuous integral flange projecting Vinwardly from the inner edges of said opening, and a second, in-

flange to form therewith a seat for'receiving a door, and strengthening ribs on A.the rear side of said second named Harige connecting with said first named flange.

v`A8. A car endstructure comprising an in- `tegral end frame having a marginal portionl 'defining a door opening, continuous integral ange projecting inwardly froite. the inner edges of sa1d opening and meluding a' threshold portion, and a second integral flange projecting from said first named flange to form therewith a seat for receiving a door, said threshold portion being inclined outwardly and downwardly.

9.. A car end structure comprising an in tegral end frame having a marginal' portion defining a door opening, a continuous in`- tegral flange projecting inwardly from the inner edges of said opening and including a threshold portion, and a second, integral flange -projecting vfrom-said first named flange to form therewith a seat for receiving a door, the'inner-edge of said threshold portion being dispqsedabove the adjacent plank of the flooring.

' 10. A car end structure comprising an integral end frame having a marginal portion defining a door opening, an upper attaching flange for receiving the roof sheets, and a flange disposed below said attaching flange for receiving a loading rail.

'11. A car end structure comprising an integral end frame having a'marginal portion defining a door opening, an upper attaching flange fon` receivin the roof sheets, a flange disposed below-said attaching flange for receiving a loading rail, and strengthening ribs positioned between said flanges.I

12. A car endistructure comprising a one piece .casting including an end frame, an end sill, and attaching flanges for securement to the upper and under framing of the car, includin the draft sills. y "i I i,

13;' car end structure" con'iprisinga one piece marginal casting including an end frame and an end sill, the inner edges of said frame and sill defining a door opening.

14. A car end structure comprising a one .piece casting including an end frame, end

sill, and flanges on said sill for attachment tothe side sills and"I the webs of the draft sills. l 15. Aca1 j end structure comprising a one ypiece casting including an end fram-e, end

sill, and flanges on-said frame for attachment directly to the side plates, and flanges on said enl sill for attachment to the draft and side sil s.

16. A' car end structure comprising a one piece .casting including an end frame, end sill, flanges on said 4frame for attachment directly to the roof and side sheets, and flanges on saidl sill for attachment directly to side sheets.

17. A car end structure vcom rising a one piece casting including an end rame, an end si1l,and anopening lying wholly within t marginal edges of said sill for the pasL of the drawbar, the lower side of said o1l ing acting as a'carrier for said bar.

18. A car end structure comprising piece casting including an end frame, an er sill, the inner edges of said frame definir door opening, and integral door loci: liceN ah end sill comprising upper and lower hori` j zontal flanges and a connecting web, integral cheek plates extending inwardly from said web for attachment to the draft sills, and aan end sillprovided with integral end flanges for attachment to the' side sills, integral cheek plates for attachment to the draftsllls,

said cheek plates including slots for there-l l and asecondintegral flange projecting froin' ception of a draft key, and a flange on each of said cheek plates adapted to ac t as front stops for the draft gear.

38. A car end structure formed of aonepiece casting consisting of an end frame and an end sill comprising upperfand lower horizontal flanges and a connecting web, flanges on the ends of said web for attachment to the side sills and integral cheek plates'extending inwardly from said web .for attachment to the draft sills, the depth of said upper flange being increased over said cheek flanges. 39. A car end structure formed of a onepiece casting consisting of an end frame andl an end sill comprising upper and lower h 1i` zontal flanges and a connecting web, flanges,-

on the ends of said web for attachment to the side sills and integral cheek plates extending inwardly from said web for attachment to the draft sills, the depth of said upper flange being increased at the ends of said casting.

40. A ca'r end vstructure comprising a onepiece casting including an end frame andan end sill,`the inner edges of said frame and sill defining a door opening, a continuous integral flange project-ing inwardly from the inner edges of said opening, a portion of said flange along said sillforming a threshold portion, and a second integral-'flange projecting from the frame portion of said continuous flange to fo rm therewith a seat for receiving a door. i

41. A car end structure comprising a one piece castingl including an ,end frame and an end sill, the inner edges of 'said ,frame and sill defining a door openingda continuous integral flangeprojecting inwardly from the in ner edges of said opening, the portion of said r flange along said sill being inclined outwardly and downwardly to form a threshold portion,

the frame portion of said continuous, flange to form therewith l"a seat for-receiving a'door.

42. A car,endstructure'comprising a onef piece. casting including an end frame and ian end sill, the inner edges of said frame and sill defining a door opening, a continuous integral flange projecting inwardly from the inner edges of said opening, the portion of said flange along said sill forming a threshold portlon having its inner edge`disposed above the adjacent plank of the flooring, and a second integral flange projecting from the frame the same, and a second integral flange projecting from the frame portlon of said continuous flan e to form therewith a seat for receiving a oor.

44. A car end structure comprising a onepiece casting including an end frame and an end sill, the inner edges of said frame and sill defining a door opening, a continuous integral flange projecting inwardly from the inner edges-of said opening, the portion of said flange along said sill forming a threshold portion inclined outwardly and downwardly, and al second integral flangeprojecting fromL the frame lportion of said continuous flange to form therewith and with said threshold portion a seat for receiving a door.

In testimony whereof I afx my signature.

- MARK H. MARTIN. 

